Brake mechanism for automotive vehicles



M y 1929-, c. s. BRAGG'ET AL. I 1,713,992-

BRAKE MECHANISM FOR AUTOMOTIVE VEHICLES Filed Sent. 8, 1927 Patented May21, 1 929.

PATENT OFFICE.

CALEB s. ammo, or PALM BEACH. FLORIDA, AND VICTOR w. KLIESRATH, or roarWASHINGTON, NEW YORK, ASSIGNQRS TO BRAGG-KLIESRATI-I CORPORATION, ,OIIELONG ISLAND CITY, NEW YORK, A CORPORATIC "F NEW YORK.

BRAKE MECHANISM FOR AUTOMOTIVE VEHICLES.

Application flled September a, 1927, Serial No. 218,119, and in CanadaAugust a, 1928.

Our invention consists in the novel features hereinafter described,reference being had to the accompanying drawings which illustrate oneembodiment of the same, se-

lected by us for purposes of illustration, and

the said invention is fully disclosed inthe following description andclaims.

In the operation of vacuum brakes for automotive vehicles or othervacuum or suction actuated devices in connection with in-' actuateddevice depends, or to stall the en gine and put an end to the suction,and thus interefere also with the operation of the suction actuateddevice. Ithas also been found that the withdrawal of air from thesuctionactuated device during the application of the brake mechanism for thepurpose of preventing interference with'the operation of the engine,tends to retard the operation of the brake mechanism to a greater orless extent, and is therefore undesirable. The withdrawal ofconsiderable quantities of air from a suction actuated device intothe'manifold of the engine, is also likely to materially delay thestartin of the engine. It is also to be understoo that in the operationof vacuum brake mechanism, the piston'ror other moving part of thesuction actuated device is acted uponby differential pressures broughtcient operation of the suction actuated d'e-.

about by producing a condition of rarefactlon on one side of the pistonand admitting air on the other side, under the control of suitablereversing valve mechanism, and that the air so admitted -is thereafternecessarily withdrawn and delivered into the suction passage of theengine.

The object of our invention is to provide means in connection with amulti-cylinder internal combustion engine and a suction -actuated deviceor .devices operatively contnected therewith, whereby a quick andeflivice may be obtained, while the air with I drawn from the suctionactuated device'and delivered into a suction passage of the engine isprevented from stalling the engine if idling, or materially interferingwith the op eration thereof, and with theoperation of the suctionactuated device, which depends upon the engine for its suction, andwhich consists in providing the engine with a plurality of independentcarburetors, each of which is connected with a separate manifold sectionfor independently supplying charges of explosive mixture to' certaincylinders only of the engine, and to provide in connection therewith, asuction actuated device comprising a cyllnder and piston,- which may beconnected with brake mechanism-of the vehicle, for example, theoperation of the cylinder on one side of the pistonbeing connectedat alltimes to one of said separate intake manifold sections 'by a suitabletubuinderon the other side of the piston being connected by a suitabletubular connection with another of said intake manifold sec 'tions underthe control of-suitable valve mech anism which may be, for example, anordinary two-way valve by means of which the a portion of the cylinderonone side of the I piston may be disconnected from its mani';

fold section and connected with the atmos- J phere to produce a powerstroke of the piston y in a direction to apply the brake mechanism; vThe valve mechanism may be turned intoa I position to disconnect thesaid portion of the cylinder both from the atmosphereand from themanifold section with which it is connected, to maintain the brakesapplied, and may also be operated to re-connect it with saidmanifoldsection, to withdraw the. air Y 1 7 admittedto' operate the brakemechanism and equalize pressures on opposite faces of the piston, toeffect an immediate release of the brake mechanism and permit it toreturn with the piston to retracted" position, under the influence of.the retracting springs with which the brakemechanism'is provided.

With this arrangement the air will be withdrawn fromv the actuatorcylinder forward of the piston and delivered into one manifold sectionwhen the piston is 'in retracted fere with the operation of thecylinders connected with such manifold section, it would I position, andwhile it may somewhatinter- 75 lar connection, and the portion of thecylhave no effect whatever on the operation of other cylinders of theengine supplied by a different manifold section not connected in any waywith the suction actuated device, and very little air would be withdrawnfrom the cylinder in rear of the piston into the manifold sectionconnectedtherewith, so that the engine could be readily started andwould be operated by the firing of the charges in cylinders not affectedmaterially by the withdrawal of air from the suction actuated device,and the cylinder of the lat- I ter would beexhausted on both sides ofthe manifold sections not connected with the cylinder of the suctionactuated device in rear of the piston. As the air is notsimultaneouslywithdrawn from the suction actuated I device from bothends of the cylinder at the same time, our invention is applicable to afour cylinder engme, for example, having .two carburetors and twoseparate manifolds,

each supplying two cylinders, of the engine only. IVe prc'erably,.however, desire to employ in carrying out our invention, anengine provided with more than two manifold sections, as for example, inthe case ofa six -cylinder'engine, we prefer to employ three carburetorsand three separate manifold sections, each supplying explosive chargesto two cylinders, as in such case there will be at all times certaincylinders not connected with either end of the cylinder of the suctionactuated device.

Our invention, may, however, be carried into effect in connection with asix cylinder engine forexa'mple, having two carburetors and two separatemanifold sections, each supplying charges to three cylinders. In likemanner, our invention may be carried out in connection with engineshaving 8, 1-2, 16., or more cylinders, in which separate carburetors andseparate manifolds or manifold sections supply different groups ofcylinders.

In the accompanying drawings, Fig. 1 1s a diagrammatic view showing aninstallation in an automotive vehicle comprising an internal combustionengine of the multi-cylinder type, brake mechanism for the vehicle, andvacuum or suction actuated power actuators for the brake mechanism andhaving our present invention embodied therein.

explosive i Fig. 2 is a detail sectional View of one form of valvemechanism which may be employed in carrying out our invention, showingit in the off position.

Fig. 3 is a similar view showing the valve in position to effect thepower stroke of the.

I this instance provided withsix cylinders and having a plurality ofintake manifold sections, each supplying a separate group of cylinders,and each manifold section being provided with aseparate carburetor. thisinstance we have shown the engine pro vided with three intake manifolds,61, 62, 63,

each of which is connected with two cylin ders of the engine forsupplying the explosive charges thereto. It will be understood that theengine might be provided with a single manifold divided into threeseparate sections, each communicating with its own carburetor andsupplying charges to a group of cylinders, and the result would beexactly the same as hereinafter described. Each of the manifold sectionsshown is provided with a separate carburetor, the carburetors beingindicated at 64, 65 and 66.

Each of the separate suction passages or intake manifold sections isprovided with a separate throttle valve, the throttle valves beingindicated at 67:, 68 and 69 respectively, and the throttle valves may beopcratively connected for joint operation from suitable controlmechanism, as indicated in FigJ'l.

1 represents the cylinder of a suction or vacuum operated poweractuator, adapted to be supported by the chassis of the vehicle. In thisinstance the cylinder is shown closed at-both ends by heads, 2, 2, andprovided with a piston, 3, and piston rods, 5 and 6, extending through 0)posite cylinder heads. One of the piston ro s, as the piston rod, 5, isoperatively connected with brake mechanism for the vehicle-in any usualor desired manner. The brake mechanism may be of any preferred typeandmay be applied to as manywheels as desired. In the present instance wehave represented the brake mechanismof the vehicle diagrammatically inFig. 1, as comprising abrake drum, 70, brake band, 71, brake applyinglever, 72, provided with a retracting spring, 73, and

connected by'a link, 74, with the piston rod, 5, for purposes ofillustration. In this instance we have shown 'a suction pipe, 26,connected with the cylinder forward of the piston therein and connectedwith one of the separate suction passages of the engine,

the manifold section, 62. 27 represents another suction pipe connectedto'the' rear end) in detail in Figs. 2, 3 and 4, for purposes of.

illustrati on.- In this instance the valve com; prises-the valve casing,28, provided with oppositely disposed suction ports, indicated at 29 and30, and to which are connected portions of the suctlon pipe, 27, theportion of said pipe between. the valve and the manifold, 63, beinggiven the reference numeral, 27*. The valve casingis also provided withair inlet port," 34, communicating with the atmosphere. 31representsthe'rotary valve plug provided-with the assage, 32, extendmgdiametrically throug the plug and normally connecting the two portions,27 and 27, of the suction pipe in which the valve mechanism is located,the said plug being provided with a branch passage, 33, communicatingwith the central passage, 32, and

adapted to connect the section, 27, of the suction pipe, leading fromthe valve mecha. nism toothe cylinder in rear of the piston withthe'atmospheric port, 34, 'when the. valve is turned into 'the positionindicated in Fig. 3, for example, at which time-the section, 27', of.the suction pipe, leading from the valve mechanism to the intakemanifold section, 63, will be closed. The valve plug is convenientlyprovided with a suitable handle, 40, for operating the same.- Thesuctlon pipe, 26, is preferably provided with a check valve, 35, and theportion,"27

of thesucti'on pipe, leading from the valve mechanism tothe manifoldsection, 63', is.

preferably provided with a check valve, 36, said check valves serving tonormally maintain in the portions of the cylinder operatively connectedtherewith, the highest degree of rarefaction produced in the suctionpassage or manifold section with which each is connected, betweenoperationsfof the actuator, and also to prevent any of the exlosiveImxture or motor fuel from passing into the cylinder of the actuator.

The valve mechanism controlling the'actu ato r is normally inthe'position shown in F1g;--2, so that each suction pipe'connects oneend of the actuatorcvlinder with one of' the intake manifold sections.The piston will at 73, which also holds the brake mechanism normally bein retracted position in close prox mity to one end of the cylinder, in

which position it'is held 'by-the retracting springs for the brakemechanism, indicated in released position. In starting the engine,

the air will be exhausted fromv the cylinder forward of the pistonthrough the suction pipe, 26, and delivered intothe manifold section,62, and the small quantity of air in .rear of the piston will bewithdrawn throu h the-suctionpipe, 27, and discharged I into t eseparate manifold section, 63. The withdrawal of the considerablequantity of air forward of the piston maytemporarilyf interfere with theoperation of the cylinders supplied by the manifold section, 62, but theengine will start readily, as a comparatively small quantity of air willbe discharged'intothe manifold section, 63, and where certain.

of the cylinders are supplied bymanifold section not connected witheither end of the cylinder, as shown, for example, in Fig. 1,

the cylinders suppliedby that manifold section-will not be affected atall. The startin of the engine will, therefore, not be delaye by theexhaustion of air from the power actuator. .When the engine is runningunder normal cond1t1ons, and the actuator 1s not being operated, all thecylinders of the engine will receive their full chargesof explosivemixture without diminution or dilution and the air .having beenexhausted from the cylinder on both sides of the piston,

the piston of the actuator is submerged in;

vacuum. To effect an operation of the actuator and an application of thebrake mechanism, it is only necessar for the operator to rotate theplug, 31, of t e valve, by means ofthe handle or lever, 40,substantially aquarter. turn, thus cutting off the rear end ofthecylinder from its source of suction, to wit, the manifoldfisection,63, as indicated in Fig.3, and connecting the air' inlet or atmosphericport, 34, with theport, 29, thus connecting the cylinder in rear of thepiston with the atmosphere. Air at once rushes into the cylinder in rearof the piston, building up pressure, andcausing-the piston to move inthe direction of the arrow,-Fig.' l, to apply the brake mechanism. Asthe portion of the cylinder forward of the'piston is maintained in anexhausted condition, the actual operation of the brake mechanism willnot discharge any materia-lquantity ofair into the intake manifoldsection, 62, with which it is connected, and the operation of the -en-..

gine' will not be affected, and there is no possibility of stalling theengine by the operation of the actuator to apply thebrake mechanism, aswill-be readily seen. Even if some'air was withdrawn from the cylinderforward of the piston,- and delivered to the manifold section, 62, theengine. cylinders connected with the manifold section, 63, and

in this instance those connected with the manifold section, 61, will inot be affected, as no air would be delivered to either of said manifoldsections from the actuator and the engine would continue to operateunder any circumstances. 1

When the brakes have been' -applied to the desired extent, the plugvalvemay be shifted to an intermediate position, -as indicated in Fig. 4, inwhichthe portion of the cylinderbrakes as applied. By a further shift ofthe valve plug, 31, to its, normalposition, indicated in Fig. 2, thecylinder in rear 'of the piston will be again connected with its sourceof suction, and;the air admitted to apply the brakes will be withdrawn,immediately releasing the brakes and permitting them and'the pistonof'the actuator-to be returned to normal position by the retractingspring, or springs, for the brake mechanism,- indicatedat 73. During therelease of the brake mechanism and its return to normal position, airwill be discharged into the intare manifold section, 63, but no air willbe, discharged into the intake manifold section, 62, and of course'nonewill be discharged at any time into the manifold section,.61, if morethan two manifold sections are provided. .In any case, the discharge ofair into. the manifold section connected with the cylinder in rear ofthe piston during the return movement of thebrake mechanism and pistonwill not materially interfere with the operation of the engine, whichwill continue to operate as usual with the cylinders not connected withthe manifold, '63.

It will be seen that ,in carrying our invention into effect, norestricting action is applied to the suction pipes or passages, and bynormally maintaining the piston submerged in vacuum a quick applicationof the brake mechanism is effected, by simply connecting the cylinder inrear of the piston with the atmosphere and no retardation of the actionof thepiston, whichmight other- Wise be caused by the factthat theactuator depends for the suction forward of the piston on the pumpingaction of a group of engine .cylinders and piston less. than the wholenumber, is avoided. If there is. any retardation of the action of thepiston due to this cause, it will affect only the return movement of thepiston when the brakes are released and return to normal position. Thisdoes not interfere with the highest efliciency of the brake mechanism,as the application of the brake mechanism will be extremely rapid andthe withdrawal of even a small quantity of air from the cylinder in rearof'the piston will 'permit the immediate release of the brakes fromtheir frictional contact.

It will be understood that in the operationof our invention, shouldsufficient air be admitted to the intake manifold section connected witheither end of the cylinder, so as to interfere with the firing of thecharges in the cylinders connected with that manifold section, theengine would continue to operate with the cylinders connected with theother, or other, manifold sections, and

as soon as the reverse movement of the piston occurs, the cylindersaffected would resume firing even though the cylindersconnected withanother manifold section might be affected sufiiciently to cause them tocease and from the other end of the cylinder Y into the other of saidreservoirs, thus increasing the suction capacity available forir'theactuator, It will be apparent that the valve, 28 may control any desirednumber of power actuators, by providing the necessary pipe connections.By way of illustration we have shown a second actuator in Fig. 1 whichmay be located on the samevehicle, or' .a separate vehicle as a trailer,and connected with other .brake mechanism. This actuator comprises thecylinder, 101,- and piston, 103, having its piston rod, 105, connectedwith other brake mechanism, the

parts of which are indicated in the same manner as that previouslydescribed, and

given the same numerals with 100 added.

The pipe, 27, is provided with a branch pipe, 127, connected with thecylinder, 101, in rear of the piston and the suction pipe, 26, isprovided with a branch pipe, 126, connected with the cylinder, 101,forward of the piston. These pipes are shown provided with cut offvalves, 127 and. 126*, respectively, so that these pipes may be discernnected if desired, as where the cylinder, 101, is located on atrailerand it is desired to use the main vehicle without the trailer. -We

have also shown the pipes, 27 and 26, provided with additional branches,227' and 226,

equipped with cut oif' valves, 227 and 226, as indicating that anydesired number of power actuators can be connected inthe mannerpreviously described and operated by a single valve mechanism.

Our invention also facilitates starting the engine, especially wheremore than 'oneactu ator is employed. When starting the engine v thepistons of the actuators will be in re tracted. position against one endplate of- "their respective cylinders, and most of the air contained inthe cylinders will be on'the forward side of the pistons. Thisair willbe withdrawn into one of the manifolds,

and while it may delay the starting of the cylinders connectedtherewith, it will not affect the starting of the cylinders connectedwith the other manifold or manifolds, and as only a very small amount ofair is to be withdrawn from the actuator in rear of the piston, wl I chpasses to another manifold this 1 can be readily accomplished withoutniaterially delaying the starting of the cylinders connected with thismanifold.

It will also be understood that although the pistons are maintainednormally subless than the whole number thereof, a tubular connectionfrom said cylinder on the -merged in vacuum, it is not a theoreticalvacuum, but is a partial vacuum or rarification, averaging from 18 to 20inches of mercury. Therefore a rapid application of the brakes,especially where a dplurality of actu ators are employed woul admitsufiicient air to affect the-engine char es in the manifold withwhichthe forwar portions of the actuator cylinders are connected,- (by pipes,26, 126; etc), and it is also obvious that where a plurality ofactuators are used, a

far greater quantity'ofair must-be withdrawn from the actuator cylindersin rear of their pistons which would materially affect the enginecharges in the manifold with which the saidportions of the actuatorcylin- .municating with each of said suction passage, and a throttlevalve for each of said passages, of a suction actuated device comprisinga cylinder closed at both ends and a piston in said cylinder, a tubularconnection extending from the cylinder onone side of the piston tocertain of said suction passages other side of the piston therein tovcertain other of said suction passages less than the whole numberthereof, and controlling valve mechanism for the suction actuateddevice,

whereby the air withdrawn from said suction actuated device in theoperation thereof is prevented from being discharged into the chargesfor all of the engine cylinders, to avoid stalling the engine, ifidling.

2. The combination with a multi-cylinder internal combustion engine,rovided with a plurality of intake-manifol sections, each supplyingexplosive charges to separate cylinder, or cylinders, of the en ine, aseparatecarburetor "for each of sai manifolds, a throttle valveinterposed between each carfeet the operation of the engine or stall itburetor and its manifold, ofa suction actu ated device comprising acylinder closedv at both ends, and a piston in said cylinder, a tubularconnection extending from the said cylinder forward of the piston tocertainof said manifold sections less than the whole number thereof, andconnected thereto be tween the throttle valve, or valves, thereof,

and the engine cylinders, a tubular connection from said actuatorcylinder in rear of the piston to certain other of said remainingmanifold sections less thanthe whole numberthereof, and connectedthereto between' the throttle valve, or.valves thereof and the enginecylinders, and. controlling valve mechanism for the suction actuateddGVlCt-Lf,

certain of said manifold sections being unconnected with the suctionactuated device, whereby the withdrawal ofair from the suc-- tionactuated device will not materially afif idling. t v

3. The combination with a,.multi-cyl-inde I internal combustion engineprovided with a i plurality of intake manifolds, each con: nectedwith-certain cylinders only of them-' gine, a separate carburetor-foreach cylin- --der, and a throttle valve inter osed betweeneachcarburetor and its niani old, ofax s'uc tion actuated device comprisinga cylinder closed at both ends, a piston insaid cylinder, a tubularconnection from said cylinder on one side of the piston to one only orsaid manifolds-between the throttle valve' and the engine cylinder orcylinders supplied thereof the suction actuated device on the oppo'--site side of the piston with another" ofsaid manifolds between thethrottle valve and the engine cylinder or cylinders supplied thereby,and controlling valve mechanism, for the suction actuated device,whereby the air withdrawn from the operation of the suc -jtion actuateddevice will be alternately delivered into said manifolds to prevent-theengine from stalling if idling.

4. The combination with a 'multi-cylinder internal combustion engineprovided with-a pluralit of indepe en Suction Passag s;

each connected with certain onl offlthei'em.

gine cylinders, a separate car uretor for for each. of the'ffsai'n'e, ofa power actuator comprising a cylinder closed atboth ends, a piston insaid cylinder, at'ubula'r connection from said cylinderon oneside of'thepiston therein to one of saidsuction passages be- .each of saidpassages, and 'a-throttle valve tween the throttle valve and the enginecylinder or cylinders supplied thereby, a. con 1 i nection fromsaidcylinder on the other side: of the piston therein to another ofsaid'siiction passages between the throttle valve and the enginecylinder or cylinders supplied thereby, said engine having certain ofsaid suct on passages unconnected with saidl'ac- 100 by, a tubularconnection from saidcylinderf tuator cylinder, and controlling valvemechanism for the power actuator, whereby the operation of the poweractuator is prevented from materially interfering with the opera--separate passages, each of which supplies explosive charges to certainonly of the engine cylinders, a separate carburetor connected with eachof said suction passages, a throttle valve in eachof saidsuction-passages between the carburetor, and the; engine cylinder orcylinders supplied therebyfo f r EL piston submerged in vacuum, andprovided a power actuator including a cylinder close at both ends, apiston in said cylinder operatively connected with brake mechanism forthe vehicle, retracting means for said brake mechanism'andpiston, atubular connection from said actuator cylinder forward of .the piston tocertain of said suction passages of the engine less than the wholenumber between the throttle valve thereofpand the engine cylinder orcylinders supplied thereby, a tubular connection from said actuatorcylinder in rear of the piston and certain other of said suctionpassages between the throttle valve therefor and the engine cylinder orcylinders supplied there by, whereby said actuator piston is normallymaintained submerged in vacuum,. and means for disconnecting theactuator cylinder in rear of the piston from its source of suction andadmitting atmospheric/fair to apply the brake mechanism withoutadmitting material quantities of air into the suction passage connectedwith the actuator cylinder forward of the piston and for re-connectingthe actuator cylinder in rear of its piston with its source of suctionto withdraw the air previously admitted and permit the release of thebrake and the return of the brake mechanism and piston to retractedposition without admitting air to the other suction passage connectedwith the cylinder, whereby material interference with the operation vofthe ensaid cylinder operatively connected with.

brake mechanism of the vehicle, yielding reand' piston, a tubularconnection from the actuator cylinder forward of its piston to one ofsaid suction passages between the throttle valve and the engine cylinderor cylinders supplied thereby, a tubular con nection from the actuatorcylinder in rear of the piston to anotherof said suction passagesbetween the throttle valve therefor and the engine cylinder or cylinderssupplied tracting means for said brake mechanism a thereby, andcontrolling valve mechanism 1 in said last mentioned tubular connection,

normally maintaining'the actuator cylinder in rear of the piston incommunication with the suction passage withwhich it is connected,,tonormally maintain the actuator with means for disconnecting the saidportion of. the actuator cylinder from said suction passage andconnecting it with the atmosphere to effect a power stroke of the tuatorcylinder in rear of the piston from its source of suction and from theat- Y Y mosphere to maintain the brakes as applied, said valve mechanismbeing movable into a position to re-connect said portion of the actuatorcylinder with its source of suction to withdraw the air previouslyadmitted and permit the brakes to release-them selves withoutdischarging the air into the suction passages not connected with saidportion of the actuator" cylinder, whereby the engine will be preventedfrom stalling if idling.

7. In brake mechanism for automotive 1 vehicles, the combination with amulti-cylinder internal combustion engine provided with a plurality ofsuction passages, each supplying explosive charges to certain only ofthe engine cylinders, a separate carburotor for each of said suctionpassage, a throttle valve in each of said suction passages between thecarburetor and the cylinder or cylinders supplied thereby, of, aplurality of power actuators each comprising a cylinder closed at bothends, and apiston in said cylinder operatively connected with brakemechanism, yielding retracting means for said brake mechanisms andpistons, tubular connections from one of sai suction assages, betweenthe throttle""valve and t e engine cylinder or cylinders suppliedthereby, to each of the actuator cylinders forward of its piston,tubular connections from another of said suction passages between thethrottle valve therefor and the enginecylinder or cylinders suppliedthereby and each of said actuator cylinders in rear of its piston, andcontrolling valve mechanism for said lastmentioncd tubular connectionsfor controlling all of said actuators simultaneously constructed tonormally maintain the actuator cylinders in rear of their pistons incommunication with the suction passage with which they are connected andthe actuator pistons submerged in vacuum, and to disconnect saidportions of the actuator cyli'nders from said suction passage andconncct them with the atmosphere to effect power strokes of the actuatorpistons to apply the brake mechanisms without discharging appreciablequantities of air into the suction passage connected with the actuatorcylinders forward of their piston, and to reestablish communicationbetween the portions of the actuator cylinders in rear of their pistonswith the suction passage connected therewith to withdraw the airpreviously admitted and permit the brake mechanisms to releasethemselves without discharging the air not connected with said portionsof the actuator cylinders, whereby the engine will be prevented fromstalling,

if idling.

8. In brake mechanism for automotive vehicles, the combination with amulti-cylinder internal combustion engine provided with a-plurality ofintake manifold sections each supplying explosive charges to sepa ratecylinder or cylinders of the engine, a separate carburetor for each ofsaid manifolds, a throttle valve interposed between each carburetor andits manifold section, of a power actuator comprising a cylinder closedat both ends, and a piston in said cylinder operatively connected withbrake meclianismof the vehicle, retracting means for said brakemechanism and piston normally maintaining the piston adjacent to one endof the cylinder, a tubular connection extending from the cylinderforward of the piston to certain of said manifold sections less than thewhole number thereof,

and connected thereto between the throttle valve or valves thereof andthe engine cylinders, a tubular connection from said cylinder in rear ofthe piston to certain other of said remaining manifold sections, andcontrolling valve mechanism in said last mentioned tubular connection,normally maintaining the actuator cylinder in rear of the piston incommunication with the manifold section or sections with which it isconnected and constructed to disconnect it therefrom and place it incommunication with the atmosphere, whereby when the motor is startedwith the brakes released the small amount of air in rear of the actuatorpiston will be readily withdrawn-and the engine cylindersconnected withcertain indcr-forward of the piston is connected may be delayed instarting by reason of the large amount of air to be withdrawn from thesaid portion of the actuator cylinder.

9. In brake mechanism for automotive vehicles, the combination with amulti-cylindcr internal combustion engine, provided with a plurality ofsuction passages, each of which supplies explosive charges to certainonly of the engine cylinders, a separate carburetor for each suctionpassage, a throt tle valve in each suction passage between thecarburetor and the engine cylinder or cylinders supplied thereby, of aplurality of power actuators each comprising a cylinder closed at bothends and a piston in said cylinder operatively connected with the brakemechanism, yielding retracting meansfor said brake mechanisms andpiston, normally holding each pis ton adjacent to the rear end of itscylinder, tubular connections for connecting one of said suctionpassages between its throttle valve and the engine cylinder or cylinderssupplied thereby with each actuator cylinder forward of its piston,tubular connections from. another of said passages between the throttlevalve therefor and the engine cylinder or cylinders supplied thereby andeach actuator cylinder in rear of the piston therein, and controllingvalve mechanism for said last mentioned tubular connections normallymaintaining the actuator cylinders in rear of their pistons incommunication with the suction passage to which they are connected, andthe actuator pistons submerged in vacuum, and provided with means fordisconnecting said portions of the actuator cylinders from said suctionpassage and connecting them with.

natures.

CALEB S. BRAGG. VICTOR W. KLIESRATH.

